Brake-rigging for railway-vehicles.



No. 796,621. v PATENTED AUG. a, 1905. c. N. AGHARI, 0 B. OARDBW & I. A. TIMMIS. BRAKE RIGGING FOR RAILWAY VEHICLES.

LPPLIUATION FILED SEPT. 16. 1904.

4 SHEETS-SHEET l.

No. 796,621. A PATENTED AUG. 8, 1905 O. N. AOHARI, G. E. GARDEW & I. A. TIMMIS.

BRAKE RIGGING FOR RAILWAY VEHICLES.

APPLICATION Hum SEPT. 16, 1904.

4 SHEETS-SHEET 2.

WITNESSES 62 [NVENTORJ ANDRIW a. (mum co. mom-umoqmpnws. wAsmumon u c No. 796,621. PATENTED Ana s, 1905. c. N. M11531, 0. E. GARD'BW & I. A. TIMMIS.

BRAKE RIGGINGFOR RAILWAY VEHICLES. nrmouron FILED SEPT. 16. 1004.

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/czrz: [4 7222% ZZZIVQ zZ arazzw 2226; J fax 274% WITNESSES INVENTORJ AtlorneyJ No. 796,621 v I PATENTED AUG. 8, 1905. G. N. AGHERI, 0. E. OARDEW-& I. A. TIMMIS. BRAKE RIGGING FOR RAILWAY VEHICLES.

APPLICATION TILED SEPT. 16' 1904.

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WITNESSES INVENTOIQS Allarne] of CHINGALPAT NAGARATHNAM ACHARI AND CORNELIUS EDWARD CARDEW,

OF INSEIN, LOWER BURMA, LONDON, ENGLAND.

INDIA, AND ILLIUS AUGUSTUS TIMMIS, OF

BRAKE-RIGGING FOR RAILWAY-VEHICLES.

Specification of Letters Patent.

Patented Aug. 8, 1905.

Application filed September 16, 1904. Serial No. 224,767.

T0 (0 1072,0117, it many concern.-

Be it known that we, CHINGALPAT NAGARATH- NAM AOHARI and CoRNnLIUs EDWARD CAR- DEW, of the town of Insein, Hanthawadi district, Lower Burma, India, and ILLIUs AUGUS- TUS TIMMIS, of London, in the county of Middlesex, England, subjects of the King of Great Britain,have invented new andusefulImprovements in Brake-Rigging forRailway-Vehicles, of which the following is a specification.

The objects of our invention are to make brake-gearing for railway-vehicles so that it shall automatically increase or decrease the thrust of the brake-blocks in proportion as the load in or on a vehicle is increased or lessened. 7

It is well known that railway and other brakes whenopcrated exercise a force which is practically constant, being dependent on the manual or air or other force employed and not on the varying load carried by the Vehicle.

With these facts and with these objects in view we construct the brake-gearing so that as the load carried by a vehicle increases the leverage from the pull (or push) rod, which actuates the brakes, also increases, and vice versa, so that the braking or stopping power exercised on the different vehicles of a train will vary in proportion to the load carried.

In'the accompanying drawings, illustrating our invention, Figure 1 is a vertical longitudinal sectional view of the mechanism embodying our invention applied to a railwaycarriage. Fig. 2 is a plan view. Fig. 3 is a vertical transverse section on the line B B of Fig. 1. Fig. 4C is a vertical transverse section on the line C C of Fig. 1. Fig. 5 is a vertical transverse view in section on the line A A of Fig. 1. Fig. 6 is a side elevation of a modified brake-rigging structure. Fig. 7

is a horizontal section of the structure shown in Fig. 6.

The brake-beams K and K as shown in Figs. land 2, are suspended by the hangers Z, Z Z and Z from the brackets b, bf, 6 and projecting from the bolster A of the truck or bogie supported by said brackets, and are pivoted on pins X, X X and X. A graduating lever g is pivoted by pin X on bracket C, fixed on bolster A, and also pivoted by pin X through a slotted hole a to the levers H connected by pin X and H which are located adjacent to one pair of the bogie-wheels. Corresponding levers H and H adjacent to the other wheels are pivoted by pin X to the bolster-bracket C The spring T couples and operates to release the brake-blocks. The rod N by means of pins X and X connects with the levers H, H H and H*.

Automatic adjusting arms (1 and (J2 are pivoted by pin X onto bracket C fixed to the truck-bogie. The body of the vehicle presses downward on arms q and g at, say, their centers and at one end by means of pin X Said arms are pivoted to the upper end of a link p. At the lower end of link 79 is a slotted hole 39 and by means of pin X said link is coupled to arms f and f The arms f and f extend horizontally both ways from said pin X, and at one end they are coupled by means of pin X through slots 71/ to the hanging brackets a and (0 attached to the body of the vehicle, while at their other ends they are These arms f and f operate pin X up and down against the edge of the lever g, which is pivoted on X They press automatically against lever g by means of the balance-weights cl and 0Z attached to their extensions 6? d Therefore as a downward thrust (through an increasing load) is applied on arms q and Q2, which are pivoted on the fixed pin X at one of their ends, the pins X and X and link 1) are forced downward and the arms f and f pivoted at X in slotted holes on brackets 64 and (4 are forced downward at X, and consequently pin X is forced downward on the face of lever g. It is thus evident that when the brakegearing is operated by a pull on the rod 0 in the direction of the arrow the arms f and f are pulled and pin X is also pulled against and operates lever gsay on the lower dotted line marked loaded, but as lever g is connected to levers I-Iand H by pivotal pin X the leverage on H and H which operate the brake-beams, is greater than it would be if arms f and f were at any point above the dotted line marked loaded.

In the modification shown in Figs. 6 and 7 the pull-rod E is attached by the long pin P to the levers H H, which are pivoted at their upper ends to the fixed bracket B on the truck-bolster by two pins P P Passing through levers H H near their centers is a pin X, which is supported by levers H H in horizontal slots V, and between levers H H are two long arms f and f the rear ends of which are joined by the pin X and this pin is in contact with the rear faces of the center parts of levers H H. The forward ends of the levers f and f are joined by the pin X, which is in contact with the front faces of quadrants q 9. Pin X supported by levers H H, itself supports arms f and f which are also provided with horizontal slots V. On the pin X are pivoted two floating levers R R, the upper ends of which are joined by pin X to the forward end of the brakearm G. The lower ends of levers R R are joined to the rear end of the long push-rod L by the pin X The front end of rod L, which is slotted, as shown at Z, is supported at the bottom of the bracket B by the pin X On bracket B are also supported near their centers, by pin X the levers R R The lower ends of R R are joined by pin X to lever L in a slot. The upper ends of levers R R are joined by pin X to the brake-arm G 'The quadrants q (1 have a pin X through them, and on it and between quadrants q q there is a link K, the other end of which is on pin X already referred to, and said link is between the levers R R. The upper ends of quadrants q (I have a pin X through them, which is supported by the upper ends of brackets R These brackets R R are connected at their lower ends by pins X and X, which are supported in the slots Z in the long rod L. In the arms f and f there is a pin X and on the same pin and outside arms f and f are fixed the rear ends of two leversf and f. In the forward ends of levers f and f" is a pin X, which is supported in a slot Z on bracket B. About a third of the distance from the rear ends of levers f and f they have two pins X? X through them, and these pins pass through brackets B B and support them on it. Brackets B B are attached to the bogie-bolster. The working of this arrangement is as follows: When rod E is pulled, levers H H pull pin X and arms f and f and so pin X at the front end of f and f presses against and moves quadrants q 9. Thus link K is moved lengthwise and this moves pin X sliding in arms f and f and levers H H, thus moving the floating levers R R to the rear and causing brake-arm G to put on the brakes. At the same time pin at the lower ends of levers R R pulls lever L and through pin X works levers R R which pivot on pin X and the brakearm G also puts on its brake; but if the brackets B B are forced downward bya greatel load in the vehicle then the pins X X force the levers f and f downward, and as the latter pivot on pin X in fixed bracket B their rear ends on pin X force arms f and f" a still greater distance than the downward travel of brackets B B, and as arms f and f are confined in their vertical movement by pin X the forward ends off and f and the pin X through them is forced down on the face of the quadrants q For instance, if bracket B forces pins X" down one-fourth inch then X is forced down one-half inch and f and f are forced down, causing pin X to descend one and five-sixteenths inches, so that the leverage on quadrants q q has been increased from one and one-eighth inches from their fulcrum X to two and three-eighths inches. Thus an extra load which causes a deflection in the bearing-springs of one-fourth inch increases the force of the pull of the pull-rod E by over one hundred per cent.

It is clear that the mechanical equivalents to increase the length of travel of the selfgraduating arm and to increase (or diminish) the leverage of the pull by rod 0 or its equivalent and the consequent force on the brakeblocks can be varied almost indefinitely; but the principles of our invention are clear and new. They are employing afalling (or rising) arm or arms to conform to the rising or lowering of the body of a vehicle as the load in it is lessened or increased, and to multiply, if necessary, that travel of the body, and an arrangement whereby the leverage-2'. 0., the pull or push of the rod or its equivalentwhich actuates the brake-gearing is increased or diminished as the load increases or diminishes, and by consequence the force on the brake-blocks is increased or lessened in proportion to the load carried.

In Figs. 1 and 2 the levers Z Z and Z have each pair a positive motion given to them and to their respective beams K and K whereas in Figs. 6 and 7, with the floatinglevers R R in conjunction with link K and the brackets R R another mechanical combination is effected. Other combinations can be arranged; but

What we claim to have invented and what we claim is 1. In brake-rigging for railway-vehicles, the combination with the suspended brakebeams, and the live levers through which the brake-beams are operated, of a graduating lever, attached to the live levers, depressible levers connected to the pull-rod of the brake, and provided with pins which bear on the face of said graduating lever, and means whereby said depressible levers are depressed in proportion to the weight of the load upon the vehicle, and the leverage on the graduating lever correspondingly increased.

2. In brake-rigging for railway-vehicles, the combination with the pull-rod, through which power is applied to the brake-beams, of a graduating lever, connections with the pullrod which bear on the face of said lever, and

means connected with said lever for communicating power to operate the brake-beams, and for changing the leverage of the pull-rod connections, according to the weight of the load carried by the vehicle.

3. In brake-rigging for railway-vehicles, the combination with the brake-beams and pull-rod, of means for lessening or increasing the force operating the brakes according to the weight of the load and a counterpoise weight or weights connected with and operating in conjunction with said means to-automatically maintain the leverage-varying parts in proper relation.

In testimony whereof we have hereunto signed our names in the presence of subscribing witnesses.

CHINGALPAT NIIGARATHNAM ACHKRI. CORNELIUS EDWARD CARDEW. ILLIUS AUGUSTUS TIMMIS.

Witnesses to signatures of Chingalpat Nagarathnam Achari and Cornelius Edward Cardew: w

AN STONEFIELD, J. A. GRANT.

Witnesses to signature of Illius Augustus Tirnmis:

S. J. LoTT, H. GRoo E. 

